Automatic stop and emergency gear for marine and stationary engines.



' 7N0. 686,168. I Pa t ented Nov. 5, 19m.

' vH. J. TEIPER. AUTOMATIC STOP AND EMERGENCY GEAR FOR MARINE ANDSTATIONARY ENGINES.

(A'pplicaf sion filed June 5, 1901. (No Model.) 2 Sheets-Shoat l.

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H. J. TEIPER. AUTDIATIG STOP AND EMERGENCY GEAR FOR MARINE A ND ST(Application filed June'fi, 1901.6 (No Modl.)

II I Patented Nuv 5, IQOL- ATIONABY names.

2 Sheets-Shut 2.

A TTOHNEYS UNITED ST TES PATENT OFFICE.

HENRY JOHN TEIPEVR, on NEW YORK, N. Y.

AUTOMATIC STOP AND EMERGENCY GEAR FOR MARINE AND STATIONARY ENGINES.

SPEGIFIGATION forming part of Letters Patent No. 686,168, dated November5, 1901.

Application filed June 5,1901.

T0 at whom it may concern.-

Be it known that I, HENRY JOHN TEIPER, a citizen of the United States,and a resident of the city of New York, borough of Manhattan, in thecounty and State of New York, have invented a new and Improved AutomaticStop and Emergency Gear for Marine and Stationary Engines, of which thefollowing is a full, clear, and exact descriptiom The object of theinvention is to provide a new and improved automatic stop and emergencygear for marine and stationary engines arranged to permit the operatorto immediately close the motive-agent throttle-valve from any part ofthe engine-room, building, or vessel and to automatically close saidvalve in case the engine starts to run at a speed exceeding a normalrate as the result of the breaking of a shaft, propeller,'drivingwheel,belt, or from other cause, such as the governor-belt breaking orslipping oif thepulley or the regulating-gear not acting quickly,

to prevent the engine from racing when the comes the spring G andconsequently swings load is suddenly thrown 01f.

The invention consists of novel features and parts and combinations ofthe same, as will be fully described hereinafter and then pointed out inthe claims.

A practical embodiment of the invention is represented in theaccompanying drawings, forming a part of this specification, in whichsimilar characters of reference indicate corresponding parts in all theviews.

Figure 1 is a side elevation of the improvement as applied to a verticalengine; Fig. 2 is an enlarged sectional side elevation of thethrottle-valve and connected parts. an enlarged side elevation of theimprovement. Fig. dis a plan view of the same with parts in section, andFig. 5 is a sectional side elevation of a modified form ofthrottle-valve.

A lever A is f ulcrumed on a stud B, secured to a column or bracket 0 ofan engine 0 of any approved construction, and the free end of said leverA has aconnection D with an operating part of the engine for instance,as shown, with the cross-head Eso that when the engine is running acontinuous swinging motion will be given to the lever A. The lever A ispreferably one of the indicator motion, but may be a separate one, ifdesired.

Fig. 3 is Serial No. 63,217. (No model.)

When the two pumps are Worked from the main engine, the pump-line may beused.

On the lever A, near the fulcrum thereof, is arranged atransversely-extending casing A,

in which is mounted to slide a bolt F, pressed C on by a spring F andcarrying at one outer end an arm G, carrying an adjustable weight G Aformed on the casing A, the arm abutting against a shoulder A on thecasing. -The arm G is held to its seat by the tension of a spring Gattached to a bracket A, carried by the lever A. When the arm G is onthe seat A and abuts against the shoulder A then the bolt F is in alocked position against the tension of its spring F and its rear end isflush with the rear face of the lever A, as is plainly indicated in Fig.4. If the gear is placed in a vertical position, as when attached to ahorizontal engine, then the arm G would be held to its seat by thespring only. Now when the engine runs beyond a normal rate of speed thenthe weighted arm G over- The arm G is. normally seated on a seat outwardby inertia force from the seat A and 1 The arm H is coninto a closedposition by its own weight as I soon as the bell-crank lever J receivesa swingin g motion and disengages the head K. Now it is evident thatwhen the bolt F is released, as above described, at the time the engineruns beyonda normal rate of speed and the bolt F movesinto the path ofthe arm H then the swinging motion of the lever A causes the bolt Ftoimpart a swinging motion to the arm H in a downward direction, wherebythe link I imparts a swinging motion to the bellcrank lever J, and thevalve K is released,

and the steam or other motive agent is shut off from the engine to stopthe latter.

The arm G may be actuated directlyby the operator by the use of a lineL, passing over pulleys L and connected with said arm,

as indicated in Fig. 1. When the operator pulls the rope L, the arm G iscaused to swing upward against the tension of its spring G and away fromthe seat A and the shoulder A to cause the spring F to shoot the bolt Foutward, and thereby actuate the arm H to release the throttle-valve K,as above described. v

The arm G may be caused to'swing into a released position by a deviceelectrically controlled, and for this purpose a boltN is mounted toslide in a casing N and is pressed on by a spring N and normally lockedin a withdrawn position by a pin 0 engaging an annular notch N in thestem N of the pin, as is plainly shown in Fig. 4. The pin 0 is securedto an armature O for an electromagnet P, containing in its circuit Q aswitch R, lo-

cated at any desired point in a building or ship, so that when theswitch R is closed the electromagnet P is energized and attracts thearmature O to withdraw the pin 0 from the notch N When this takes place,the spring N shoots the bolt N outward into the path of the arm G, sothat when the lever A swings toward the arm G and carries the same alongthen the arm finally moves in contact with the bolt N, and upon furthermovement of the lever A toward the arm said lever is held stationary,and consequently becomes disengaged from the seat A and shoulder A toallow the spring N to shoot the bolt outward into the path of the arm Hand actuate the same, as previously explained.

The throttle-valve K, previously referred to, is preferably of theconstruction shown in detail in Fig. 2-tl1at is, the stem K carries avalve-disk K adapted to be seated on a valve-seat K, but normally heldin an open position by the bell-crank lever J engaging the head K of thevalve-stem K of the valve K. On the lower end of the valvestem K issecured a piston K reciprocating in a cylinder K forming part of thevalve-casing and located on the discharge side of the valve. A port Kextends from the top of the valvedisk K through the valve-stem K toallow the steam to reach the cylinder K and place the valve inequilibrium. The opening K at the bottom of the cylinder K is simply fora drain-pipe or cock to drain off any water that may accumulate underthe piston. By the arrangement described the valve-disk K and stem K canbe readily moved into an open position by the operator pulling on thehead K or on an eyebolt in the top of the valve-stem in an upwarddirection, as the steam-pressure on the bottom of the piston Kcounterbalances the pressure on the top of the valve-disk K so that thelatter readily moves off its seat for setting the valve in an openposition. I do not limit myself, however, to the particular constructionof the valve described, as it is evident that the'device may beconnected with any kind of a valve not working with a screwfor instance,as shown in Fig. 5, with a butterfly-valve S,

carrying on its stem a weighted arm S, normally held in a raisedposition by the bellcrank lever J. When the latter receives a swingingmotion, as previously explained, then the weighted arm S is released andthe valve is closed to shut ott the motive agent.

The speed limit for the engine may be regulated by shifting the weight Gon the lever G or by increasing or decreasing the tension of the springG On a reversible engine the device may be connected to thereversing-gear, so as to throw the main valves into their centralposition, in which they will not admit steam to the cylinder, thusstopping the engine immediately.

I do not limit myself to the particular connection shown between the armH and the throttle-valve, as the same may be varied. A combination ofarms, shafts, and rods may be used.

Having thus fully described my invention, I claim as new and desire tosecure by Letters Patent- 1. An automatic stop and emergency gear formarine and stationary engines, comprising a lever receiving a continuousswinging motion from an operating part of the engine, a connection withthe throttle-valve of the engine, to normally hold the valve open, anactuating device on said lever, and normally locked in a dormantposition, a spring for moving said device to actuating position and areleasing device for unlocking said actuating device and engaging thelatter with said connection, to actuate the connection upon a furthermovement of the lever, and to release the throttle-valve, as set forth.

2. An automatic stop and emergency gear for marine and stationaryengines, comprising an arm connected with the throttle-valve to hold thelatter normally in an open position, a lever connected with andreceiving a swinging motion from an operating part of the engine, aspring-pressed bolt on said lever and arranged to engage said arm whenthe bolt is released, to impart movement to the arm from said lever, anda releasing device for said bolt, as set forth.

3. An automatic stop and emergency gear for marine and stationaryengines, comprising an arm connected with the throttle-valve of theengine, to hold the valve normally in an open position, a leverconnected with and actuated by a working part of the engine, aspring-pressed bolt carried by said lever and adapted to extend into thepath of the said arm when released, and a weighted and springpressed armon said bolt and engaging a rest or shoulder on the casing for the bolt,to hold the latter normally in a withdrawn position, as set forth.

4. An automatic stop and emergency gear for marine and stationaryengines, comprising an arm connected with the throttle-valve of theengine, to hold the valve normally in an open position, a leverconnected with and actuated by a working part of the engine, aspring-pressed bolt carried by said lever and adapted to extend into thepath of the said arm when released, a weighted and springpressed arm onsaid bolt and engaging arest or shoulder on the casing for the bolt, tohold the latter normally in a withdrawn position, and means under thecontrol of the operator, for imparting a swinging motion to saidweighted and spring-pressed arm, to release the said bolt, as set forth.

5. An automatic stop and emergency gear for marine and stationaryengines, comprising an arm connected with the throttle-valve of theengine, to hold the valve normally in an open position, a leverconnected with and actuated by a working part of the engine, aspring-pressed bolt carried by said lever and adapted to extend into thepath of said arm when released, a Weighted and spring-pressed arm onsaid bolt and engaging a rest or shoulder on the casing forthe bolt, tohold the latter normally in a withdrawn position, and means under thecontrol of the operator, for imparting a swinging motion to saidweighted and spring-pressed arm, to release the said bolt, said meanscomprising a second springbolt for engaging said arm, an armature fornormally locking said second bolt in position against the tension of itsspring, an electromagnet for said armature, and a circuit having aswitch and connected with said electromagnet, as set forth.

6. An automatic stop and emergency gear for marine and stationaryengines, comprising an arm connected with the throttle-valve to hold thelatter normally in an open position, a lever connected with andreceiving a swinging motion from an operating part of the engine, aspring-pressed bolt on said lever and arranged to engage said arm whenthe bolt is released, to impart movement to the arm from said lever, areleasing device for said bolt, and a connection between said arm andthe throttle-valve, the connectioncomprising a link and a bell-cranklever, as set forth.

HENRY JOHN TEIPER.

Witnesses:

GEORGE W. STRETTON, HENRY A. SOHL.

